Engine-controlled pneumatically-operated circuit controller



March 1 ,11927.

L. B. DOMAN ENGINE CONTROLLED PNEUMATICALLY OPERATED CIRCUIT CONTROLLER Filed` March 4, 1922 N n n I' lr B06 ATTORNEY EHTQR Patented Mar. 1, 1927.

UNITED STATES LEWIS B. DOMAN, OF EAST SYRACUSE, NEW YORK.

ENGINE-CONTROLLED PNEUMATICALLY-OPERATED CIRCUIT CONTROLLER.

Application led March 4, 1922.

rThis invention relates to an engine controlled pneumatically operated circuit con 'troller' for internal combustion engines in which the opening and closing of the ignition or other circuit is dependent upon vary- Y f ning air pressures produced by the action or inactiony of the engine pistons.

. The main object isto automatically cause the breaking of the'circuit when the engine is altrest and thereby to avoid possible leakageof the current and running down of the battery ink case "the usual hand operated switch should be inadvertently left closed when the machine is at rest.

Another object is to enable the same device to be automatically operated by the starting of the engine to close the circuit in the event. that the usual hand-switch is still closed. n f f l Y A further Objectis to provid-e the pneumatic device with a secret air port, the posig tion of which 'is known only to the operator and when open prevents the operation of the pneumatic device `by the-starting of the engine, thereby reducing the liability of theft ofthe machine but which port may be closed by the inger of the authorized user to allow the increased air-tension produced by the engine to operate the pneumatic device `for closing the circuit. o

Other objects and uses relating to specific parts of the device will be brought out in vthe following' description:

' In the drawings: Il VFigure 1 is a plan of a pneumatically operated circuit controller embodying the essential'features of my Ainvention ready :tor

installation upon any portion of a car.

Figure 2 is a longitudinal sectional view 40 of the same showing its connections with the intake manifold of an internal combustion engine and also its connections with the air port. As illustrated,V this device comprises a housing -1- ofwood or any other suitable material having a chamber -2- in which is securely mounted a pneumatic device 3- preferably of the bellows type although itis evident that many other forms 50V ofppenumatics may be used if desired.

A tubular nipple 4 is secured in one side of the housing -1- to communicate with the interior of the pneumatic device E5- and vvpreferably extends beyond the vouter Wallv of the housing for attachment to a tiexible pipe -5- which in turn is at- Seral No. 541,116.

tached to a tubular nipple -6- secured to and communicating with the interior of the intake manifold -A- of an internal combustion engine not shown, thereby placing the pneumatic device -3- under the direct influence of the varying 4pressures in said manifold.

In other words, this connection between the pneumatic 3 and intake manifold -A- enables the movable side as -3- of the pneumatic device to be collapsed or closed by the suction produced in the intake manifold by the action of the engine pistons when the engine is in operation and also permits the entrance of atmospheric air from said manifold into the pneumatic device to distend the same when the engine is at rest at which time, the atmospheric air will be admitted to the intake manifold through the air intake of the carbureter in a manner well known to those skilled in this art. l

A movable switch member -7- is secured to the movable side -3- of the pneumatic device -3- to move therewith into and out of contact with a cooperative terminal -8-, which is secured tothe inner wall of the housing -1- within the chamber -2- in the path of movement of the contact end of the terminal -7-, the latter being also enclosed within the chamber -2-.

These terminals -7- and -8- are connected by wires -9- and -10- to an ignition or other electric circuit -11- to which current may be supplied by a battery --B7 said circuit being provided with the usual hand-switch l2- for opening and closing the same at will.

An air tube -13 is tightly tted in registering openings in the housing -l and stationary wall of the pneumatic device --3- to communicate with the interior of said pneumatic device and is connected by a flexible pipe 14- to a tubular extension -15 having an air port -16- communieating with the atmosphere whereby atmospheric air may be admitted to the interior of the pneumatic device for inflating the same and thereby preventing the operation of said pneumatic device to close the contacts -7- and -8- by the suction in the intake manifold -A- when the air port -16- is open, while on the other hand by placing the linger over the port -16- to cut off the supply of atmospheric air to the allow the ysuction produced in the intake manifold -A- to collapse said pneumatic device and thereby close the contacts -7- and -8-- and ignition circuit -11- i'or energizing the spark terminals as avvhen the hand-switch -12- is closed.

IThe tube 13- extends a short distance into the interior of the pneumatic device 3 to form a valve seat -17- for cooperation with a valve -lS- on the movable side -3- ot said pneumatic device to close communication between the yair port --16- and interior of the pneumatic device when the engine is in operation and thereby to close the contacts -7- and -8 ot the pneumatically operated switch.

The flexible tubes -5- and -lel may be of'any length to permit the housing -1- and air port -16- to be placed on the car in different positions relatively to each other and to the manifold -L\- as may be required for different makes ot cars or to suit theconvenience of the user.

Operation.

-under its own power, 'the valve 18M being simultaiieously closed against its seat -17- to cut oit communication between the interior ofy the pneumatic device and atmos- Y.pheric poi't -16- whereupon lthe finger maybe removed from the port -'-l6- while the suction produced by theengine in the manifold -A- and-pneumatic device J3- -causes `said pneumatic device with the valve -18- and terminal i7- thereon to remain 1n their closed positions as long as the lengine is in operation.

It, however, the engine should be stopped and the hand-switch --12- shouldbe inadvertently closed, atmospheric air would be instantly admitted `to `the interior of the pneumatic -3- either through the mani- `fold -Aw or through the ratmospheric port 1G- -to distendtlie same and thereby open the terminal 7'- to break the i nition circuit and prevent discharge of the attery.

The port -16- may be placed in some secret position known only to the operator f or authorized vuser of tlie'car and it therevvfore,followsn that wvhen'the engine is at rest,

it would be practically impossible to start the same to 'run under its own power even though it might be operated by the starting motor. It could not be operated under its own power because of the distention ol the pneumatic and consequentr breaking of the ignition circuit by the openingoi the terminal -7- due to the admission of atmospheric air to the interior of the pneumatic device -to neutralize the suction effect produced by ythe, action otV the engine pistons, thereby reducing the liability of theft of the car in addition to conserving the energy ot the battery.

It is evident however, that when the authorized operator wishes to start the -car under its own power, it is simply necessary to close the atmospheric port -l6- by the linger or other suitabley closure thereby cutting oli' the entrance ot atmospheric air to the pneumatic device and'permitting the snction of the engine to exert its full torce upon said pneumatic device to collapse the same and thereby to close the ignition circuit through the closing ot the terminals and 8, it being understood that the starting motor is operated simultaneously with the closing ot' the port -16-.

It is obvious, however, "that the atmospheric iport -16- and its connection with the interior ot the pneumatic. device -3- togeth'er with the valve 18l `may be 'dispensed 'with vwithout destroying the major function otl fthe device in control'lingthe ignit-ion circuit througlrthe 'medium of the pneumatic device as affected by the variations ;ot air tension inthe manifold A and -that other changes may be made "in the detail construction and arrangement of the various parts without departing-from the spirit of the invention.

It will be noted that lthe passage leading from the pneumatic device '-3- to 'the intake manifold Af is restricted at +47- to a diameter appreciably less than that of the passage leading from the saine pneumatic device to the airport -lG-, the o bject ot which is 'to retard the `collapse of the pneumatic device and consequent closl ing Vot the switch under the air tension in the intake manifold until the atmosphere 1 port --16- is closed by the linger or other stoppage, whichis only at'or a short duration or until the valvel -].8- has closed the port -17- atl er which the air intake port -16- may be opened with the assurance that the supply of atmospheric air to 4the pneiini'atic device -3 will be cut ott by the valve Q18 and the switch. closed as long as lthe engine is inoperation.

lVhat l claim is: Y

1. A circuit controller 'tor internal combustion engines, comprising an electric switch, a

pneumatically-operated device having a suction passage `for communication with the intake manifold of the engine and another passage for communication with the atmosphere, the atmosphere passage being adapted to bc closed at will to cause said device to be operated' by suction in the first-named passage to close the switch, and means actuated by said pneumatic device for closing said atmosphere passage.

Q. A pneumatic circuit-controller for internal combustion engines as in claim 1, in which the'irstmamed passage is of less capacity than the atmosphere passage.

3. A circuit controller for internal combustion engines comprising a normally open circuit-closer, a pneumatically-operated device adapted to be actuated by suction of the engine to close the circuit-closer. and provided with a normally open atmosphere passage normally preventing the operation of the pneumatic device by said suction, said atmosphere passage being adapted to be closed at will to cause said operation, and means actuated by said pneumatic device .for closing said atmosphere passage.

4. A circuit controller for internal combustion engines comprising a normally open electric switch, a switch-operating pneumatic -device connected by a restricted passage with the intake manifold of the engine and provided with a normally open atmosphere passage adapted to be closed at will to permit the operation of said pneumatic device to close the switch, and a valve actuated by said pneumatic device for closing the atmosphere passage when the switch is closed.

5. A pneumatically operated circuit controller for internal combustion engines having an intake manifold, comprising an electric switch, means adapted to be made responsive to varying pressures in the intake manifold 'for operating the switch, said switch-operating means having a passage normally open to the atmosphere for opening the switch and adapted to be closed by the operator to close the switch, and means actuated by the switch-operating means :for closing said atmosphere passage and keeping it closed while the engine is in action.

In witness whereof I have hereunto set my hand this 21st day of February, 1922.

LEWIS B. DOMAN. 

